Railway-switch.



No. 814,673. PATENTED MAR. 13, 1906.

P. CLEVELAND.

RAILWAY SWITCH. APPLICATION FILED MAR.29, 1905.

witnesses DMD 3/63/0374 M/ 53313 alien m1 I 1 i PHILO CLEVELAND, OF

PATENT OFFICE.

SEATTLE, WASHINGTON.

RAILWAY-SWITCH- No. 814,673. Specification of Application filed March 29,

To all w/wm zit may concern:

Be it known that I, PHILo CLEVELAND, a citizen of the United-States of America, and a resident of the city of Seattle, in the county of King and State of Washington, have invented certain new and useful Improvements in Railway-Switches, of which the following is a specification.

My invention relates to improvements in switches for street-railways; and it consists in the production of improved mechanism by which the switch point or tongue can be 0perated from the platform of a car.

The primary object of my invention is to provide a mechanism of this type which, while being of simple and comparatively inexpensive construction, will be effective in operation.

Further objects and advantages will be set forth in the following description and defined in the appended claims.

In the accompanying drawings, in Which like numerals of reference indicate like parts throughout the several views, Figure 1. is a plan view of a railway-switch as it appears when constructed in accordance with my invention. Fig. 2 is an elevation thereof, parts being broken away and showing a portion of the car with the mechanism carried thereby for operating the switch. Fig. 3 is a section taken on line 3 3 of Fig. 2, the housing being removed. Fig. 4 is a detail view, in top plan, of one of the slide-arm housings.

I have shown myimprovement applied to a switch of ordinary construction, 1 indicating the ordinary rails of a railway-track, and 2 the switch point or tongue, which is fixed to a pivot-pin 3. 4 indicates a bar secured to the lower portion of said pivot-pin and projecting beneath the rail, and 5 is a lever pivoted intermediate its ends to the under face of the rail-base. Pivotally connected to the free portions of this bar and lever, respectively, are links 6, which when movement is imparted to said lever 5 by rods 7 oscillate said bar 4, and consequently shift the switch-point. The rods 7 exert a yielding pressure on lever 5 by reason of springs 8, which encircle the rods 7 and at one end bear on nuts 9 and at the other bear on one face of said lever. I provide suitable means, as nuts 10, to prevent Withdrawal of the rods from the apertures in said lever. The rods 7 project through casings 11, which in the present showing consist of suitable lengths of tubing and have Letters Patent.

1905. Serial No. 252,753.

their free ends received in housings 11 and formed with upwardlyprojecting arms 12, which extend on one side of the rail and have their upper ends approximately flush with the tread thereof. These arms are convexed to form cam-faces, as 13, which engage rollers 14, mounted on short shafts secured to the base of the rail, whereby when the arms are forced in the direction of the arrow they will also be lowered to permit of the operating device carried by the car wiping over their upper ends. A spring, as 15, is arranged beneath each arm to hold it in its normal or elevated position, and stirrups 16 embrace the upper portions of arms 12, so as to prevent lateral displacement thereof.

The housings 11" are designed to exclude foreign substances from the working parts of the mechanism directly acted upon by the device carried by the car and are provided with elongated slidable cover plates 17, through which arms 12 project. These coverplates being elongated will entirely close the upper ends of said housings during any movement of the arms.

The device carried by the car consists of a swing-arm 18, provided with a roller 19 for engagement with the rail and carrying a strikelug 19 for engagement with either of said arms 12. This swing-arm is normally held elevated by a spring 20 and can be lowered by either the lever 21, which is hand-operated, or the footlever 22.

In operation (see Fig. 1) the swing-arm is lowered until its roller 19 engages the rail. Its strike-lug 19 is now in position to strike one or the other of the arms 12, this depending on the position of the switchpoint, and the arm struck will obviously be moved in the direction of travel of the car for a distance suflicient to move the switch-point the required distance. Then the arm 12, by reason of its cam 13 engaging rollers 14, will be in its lowered position and lug 19 will wipe freely thereover.

In the drawings and description I have shown and described a construction which will perform the various functions assigned thereto. Changes and modifications, however, can be made with respect to the structural features without departing from the spirit of my invention. W

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

Eatentecl March 13, 1906.

1. In a railway-switch, the combination of a switch-point, and the pivot-pin thereof, a bar fixed to said pivot pin, a pivotallymounted lever, links connecting the opposite free portions of said bar and lever respectively, and means to be actuated by a device on a car for swinging said lever in opposite directions.

2. In a railwayswitch, the combination with a rail, the switch-point, and the pivotpin thereof, a bar fixed to said pivot-pin, a lever pivoted intermediate its ends, links pivoted to said bar and lever respectively, rods connected to said lever and having their free ends arranged adjacent the rail, arms rigidly secured to the free ends of said rods and being provided with camfaces, and fixed means engaging said cam-faces whereby the said arms are lowered when moved.

3. In a railway-switch, the combination of a rail, and the switch-point, slide-arms arranged along the side of the rail for movement longitudinally thereof and being formed with convex cam-faces, means secured to said rail and engaging said cam-faces whereby said arms are lowered when they are moved, springs for normally holding said arms elevated and mechanism actuated by said slidearms for moving the switch-point.

4:. In a railway-switch, the combination of a rail, the switchpoint, and the pivot-pin thereof, abar secured to said pivotpin, a lever pivoted to the under face of the rail, links pivoted to said lever and bar, rods projecting through apertures in said lever and having nuts bearing on one face thereof, springs carried by the rods and bearing on the other face of said lever, and means adapted to be actuated by a device on the car for reciprocating said rods.

5. In a railway-switch, the combination of a rail and the switch-point, a lever pivoted to the rail and being formed with apertures, casings extending from the lever, rods arranged in said casings and projecting through the apertures in said lever and having a yielding connection therewith, means actuated by said lever for swinging the switch-point, and means adapted to be actuated by a device on the car for reciprocating said rods.

6. In a railway-switch, the combination of a rail, and the switchpoint, slide-arms arranged alongside of the rail for movement longitudinally thereof and being formed with cam-faces, means engaging said cam faces whereby said arms are lowered when they are moved, resilient means for normally holding said arms elevated, and mechanism actuated by said slide-arms for moving the switchoint.

7. In a railway-switch, the combination with a rail, and a switch-point, of a lever pivoted to said rail and being formed with apertures, means actuated by said lever for moving the switch-point in opposite directions, slide-arms adapted to be moved by a device on a car, said arms projecting through the aperture of said lever, and resilient means arranged on said slide-arms and bearing on the forward face of said lever.

Signed at Seattle, IVashington, this 25th day of February, 1905.

PHILO CLEVELAND.

Witnesses:

GEORGE R. TENNANT RUFUs B. CLARK. 

